Engine deceleration and governor control



March 28, 1939.

A. e. H. VANDERPOEL ET AL ,2 6

ENGINE DECELERATION AND GOVERNOR CONTROL 3 Sheets-Sheet 1 Filed Feb. 21, 1 938 lime/liars" Elbe/'2 6.76 Wander wad,

March 1939- A. G. H. VANDERPOEL ET AL ENGINE DEC ELERATION AND GOVERNOR CONTROL 3 Sheets-She et 2 Filed Feb. 21, 1938 MM? W ,nm m m w a a Z n w r I A. G. H. VANDERPOEL ET AL ENGINE DECELERATION AND GOVERNOR CONTROL Filed Feb. 21. 1938 MaQrchZS, 1939.

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Patented Mar. 28, 1939 UNITED STATES PATENT OFFICE meme pacnmaarron AND. eovsnnon con'mor.

Application February 21, 1938, Serial No. 191,684

20 Claims.

This invention has to do with apparatus for controlling internal combustion engines under various conditions of operation, particularly dur-' ing idling and momentum operation at closedthrottle positions, and during governed speed operation at open throttle. The present apparatus has in common with other systems, such as those disclosed 2,107,314, issued February 8, 1938, on Means for automatically controlling flow of fuel mixtures to internal combustion engines, and in Ostling copending application Ser. No. 190,624, filed Feb. 15, 1938, on'Engine control, a combination of controls, one operating to completely close the engine or carburetor suction passage during deceleration or engine operation under momentum, and the other operating to maintain a predetermined or governed speed of engine operation in accordance with pressure conditions in the suction passage.

The patent and application referred to show the deceleration and governor controls applied to an auxiliary valve positioned in the suction passage at the outlet side of the throttle, the throttle being manually operated in the usual manner and the auxiliary valve being automatically actuated independently of-the throttle to control the engine during deceleration and high speed operation. One of the major objects of the present invention is to apply deceleration and governor controls to the throttle itself, in-

stead of tea separate or independent valve, so

as to render the throttle automatically responsive to such controls and yet remain manually operable. In accordance with the invention, we connect with the throttle a suitable governor, prefer- Y ably of the suction operated type, and also a deceleration control that is capable of operation independently of the governor. In addition, we apply a manual operating, connection to the throttle in a manner such as to permit manual control thereof without, however, interfering with the governor and deceleration controls.

While, broadly contemplated, we may use any suitable throttle operating deceleration control acting to cut-oil the delivery of fuel to the engine, as by causing the throttle to completely close the suction passage, we preferably employ a type of control shown in Winfield Patent No. 2,101,605

issued December 7, 1937 on Automatic throttle control. This type of control is preferred because "of its multiple functions of preventing engine stalling, cutting oil the fuel (idling) supply to the engine, and operating the throttle to completely close the suction passage. As indicated in Vanderpoel Patent .No.

above, this control, together with the governor both are applied to the throttle and each within its operating range, controls the throttle independently of the other and independently of the manual throttle control.

The control system also preferably includes means for automatically admitting scavenging gas (air) to the engine manifold during momentum' operation at closed throttle. While broadly, any suitable means may be used for admitting the scavening gas, we preferably use an independently operating air valve that is automatically responsive to abnormally low suction passage pressure to admit air to the manifold.

The invention has various objects and aspects in addition to the features mentioned in the foregoing but all these will be more fully understood and explained to better advantage from the following detailed description of the invention in certain typical and illustrative forms. In the description reference is had to the accompanying drawings, in which:

Fig. 1 is a side elevation of the carbureter and suction passage, showing the fuel cut-oil throttle control in section as indicated by line l-l of Fig. 2;

Fig. 2 is a. section taken vertically through the suction passage;

I Fig. 3 is a fragmentary elevation as viewed from line 3-4 of Fig. 2;

Fig. 4 is a transverse section on line 4-4 of Fig. 2, showing the parts in closed throttle position:

Fig. 5 is a section on line 5-5 of Fig. 4; and

Fig. 6- is a sectional view showing the governor parts as open throttle position.

It is to be understood that the invention is generally applicable to various types of engine fuel feeding apparatus utilizing a throttle controlled suction passage through which air is taken to the engine. For purposes of description, we have shown the control mechanisms that constitute the invention, to be associated with a down draft type carbureter l0,which may bev taken as illustrative of any suitable carbureter-for supplying fuel to the suction passage. In the sectional view of Fig. 2, the carbureter is shown to comprise a suction passage ll having an air inlet I2 and a fueland air mixture outlet l3 connected to. the engine intake manifold M. The flow of air to the engine is controlled by a throttle l5, typically the usual butterfly valve; carried on shaft I6 that is operated by a leverarm ll, see Fig. 3, to close the throttle. Arm I1 is rotatably:

tle is closed by engagement of an adjustable screw l3 carried by lugi9 integral with arm ll,

with lug 20 on a collar 20a fixed to the throttle shaft. Arm IT is rotated on shaft l5 against the resistance of the throttle closing spring 2la by manual operation of the usual throttle arm connection 2 I, to permit the throttle to open as hereinafter described. Choke valve 22 positioned within the inlet [2 is mounted on a shaft 23 offset from the axial center of the carbureter suction passage and operated in the usual manner by lever 24 attached to its outer end.

It will be understood without the necessity for specific illustration and detailed description, the carbureter l may contain any suitable means for delivering fuel to the suction passage ll during normal or high speed engine operation at open throttle positions. During engine idling operation, fuel is supplied to the suction passage by way of idling by-pass passage 25, see Fig. 1, discharging through an orifice 29 whose effective size is regulated by needle valve 21. The usual orifices 25l are provided for bleeding air into the idling passage past the throttle in its closed position. In its normal idling position, the throttle I is in substantially the solid lineposition I in which orifice 29 is openly exposed-to the suction at the outlet side of the throttle. When fully closed however, the throttle assumes the dotted k line position C in which the throttle 'edge moves past or opposite orifice 25 to the point of closing it from the suction passage outlet l3, and thereby cuts on fuel delivery through the idling by- In Fig. 1, the deceleration and fuel cut-oil throttle control generally indicated at A, is shown to comprise a body 28 suitably mounted on the carburetor body and containing a cylindric chamber 29 closed at its outer end by cover 39 carrying a stop screw 3l.. Chamber 29 contains a pressure responsive piston 32 having a rod 33 projecting through the inner closed end 34 of the body and attached by a pin and slot connection at 35 with a lever arm 35 rotatably mounted on the throttle shaft l5.. The piston chamber 29 is vented to the atmosphere at opposite sides of the piston 32 through orifices 31 and 39. The piston travel toward the right and in a throttle closing direction is yieldably resisted by a coil spring 39 confined between the piston and end wall 34 of the body. Under certain operating conditions,

the spring resistance is overcome by depression communicated to chamber 29 at the right of the piston, causing the latter .to travel to the point of engagement with sleeve 49. Then. as the depression in the chamber is further increased, ad-

. dition'al piston travel in throttle closing direction spring 39 moves piston 32 to a limiting position of engagement with stop screw 3!, rotating the throttle an angular distance of around 5 from closed position to the dotted line position 0. A ing 44 integral with arm 36, carries an adjustable stop screw 45 that engages a projection 45 fixed to I the throttle shaft, to limit throttle movement in a closing direction and to open the throttle as piston 32 moves toward the left. When the throtmounted on the throttle shaft l5, and the throttie is rotated to full open position, projection 49 swings in the direction of the arrow away from stop 45 into engagement with a suitable stop 41 on the carbureter body.

The suction passage pressure at the outlet side of the throttle is communicated to chamber 29 by way of passage 48 leading at 49, see Fig. 2, from a. suitable location beyond the throttle and connecting at 50 with a bore 5| communicable with the piston chamber through passages 52 and 53. The bore 5i contains a valve 54 normally held in the raised position of Fig. l by a coil spring 55, andadapted to be moved downward to close one or both of passages 52 and 53 when engaged by the cam arm 55 carried-on the end of the choke valve shaft 23.

- In the operation of the described throttle control, assume first that the engine is idling with the throttle in its idling position I. The suction passage pressure communicated from the outlet side of the throttle to piston chamber 29 through passage 43, bore 5| and passages 52 and 53, causes the piston 32 to assume the position shown in Fig. 1, in which spring 39 is compressed and the piston is at substantially .the point of engagement with the end of sleeve 40. If now for any reason the engine tends to stall or miss fire, the resultant increase in the suction passage outlet pressurecommunicated to the piston chamber 29, causes spring 39 to move the piston toward the left and to open the throttle momentarily, or until manifold pressure is restored to normal, thus admitting. more fuel and overcoming the stalling tendency. After the engine again is running smoothly and the normal depression is restored in the suction passage outlet, piston 32 again moves to the right, returning the throttle to its normal idling position. It will be understood that in its throttle opening movement, the piston 32 overcomes the resistance of the throttle closing spring 2la. when the throttle is opened beyond idling position to increase the engine speed, the suction passage outlet pressure increases, causing spring 39 to move the piston into engagement with the stop screw 3|.

The control device A not only operates to prevent stalling of the engine by momentarily opening the throttle beyond its idling. position, but

the throttle is closed to idling position and the engine is operating under momentum, as when the engine is being driven by the vehicle. Assuming the throttle to be in its idling position I and the engine to be operating under momentum,

an abnormally low pressure, below the normal idling pressure, is created within the suction passage outlet l3. The reduced pressure communicated to chamber 29, moves the piston toward the right against the resistance of both springs 39 and 4!, and swings stop a distance suflicient to permit the throttle l5 to close fully to the dotted line position C. In this position the throttle edge completely closes orifice 25 at the suction passage outlet side of the orifice and thereby cuts off the normal idling fuel delivery through passage 25, thus effecting a saving of fuel that otherwise would be wasted under such conditions; and preventing the formation of noxious Ea es as a. result of incompletefuel combustion within the engine.

When the engine is being started and .the choke valve22 is closed, it may be desirable in effect to render the throttle control device A inoperative to insure that the throttle will remainin a proper closed (idling) position. As the choke valve is engine.

closed, valve 54 is moved downwardly by arm 58 to a position in which valve 54 covers both ports 52a and 53a, to render the piston unresponsive to pressure conditions beyond the .throttle. Advantage of the throttle control device may however be taken during starting when the choke valve is used, to cause the throttle to be automatically opened in the manner previously described and thereby prevent the engine from stalling should the fuel mixture become too rich. Under this condition, thechoke may be closed to the extent of causing valve 54 to close only port 52a, leaving port 53a open to maintain communication of section from passage 48 to the piston chamber through passage 53. With the engine then idling, Diston'32 will have been moved to the right just to the edge of passage 53, leaving the latter uncovered. Should the suction passage outlet pressure decrease due to the tendency of the engine to stall, piston 32 is permitted to move toward the left, away from passage '53, during which interval of travel the throttle will have been opened suificiently to keep the engine running.

It will be understood that the described control device has its range of operation at closed or near closed throttle positions, to open the throttle beyond idling position to prevent stalling, or to cause the throttle to completely close the suction passage and cut off the supply of fuel to the Figs. 4 to 6 more particularly illustrate the governor control which, in the specific form illustrated, operates to maintain a predetermined maximum engine speed in accordance with the suction passage pressure beyond the throttle. The governor, generally indicated M158, is contained within the cylinder end 59a of a body 59 mounted on the side of the suction passage opposite the control device A. The throttle shaft l6, journaled in suitable anti-friction bearings 68, extends outwardly from the suction passage through a chamber 8| within body 59, the chamber being suitably vented, as at 8?, to maintain atmospheric pressure therein. The governor 58 comprises a pressure responsive member, preferably a piston 88, having a suitable lost motion connection with the throttle shaft arm 64. The connection may comprise a rod 85 having within bushing 81 a head that is engageable with the seat end 88 of the bushing, as when the piston rotates the throttle in a closing direction, and is movable away from the seat to permit further closing of the throttle.

Operation of the governor piston is controlled by communication of suction passage pressure at the outlet side of the throttle, through port 89, passage 10 and opening 12 to the piston chamber H. The communication between the piston chamber and suction passage is adjustable by a valve 13 positioned axially of the passage 89. Movement of the governor piston toward the left in response to increased suction communicated to chamber II, is yieldably resisted by a coil spring 14, the expansive range of which is sulficient to move the throttle to full open position as later described. Movement of the piston in a valve closing direction is limited by engagement with a stop pin 15"slidable longitudinally within adjustment screw-l8. The piston travel is yieldably arrested by a coil spring 11, having substan-- tially greater resistance to compression than spring I4, attached to the stop pin head 15a and to the inner end 18a of the'adjustment screw.

The limit of the governor piston travel toward the left, and therefore the closed position of the throttle while under governor control, are determined by the position of the stop pin 15, and this position is variable by adjustment of screw 18, to maintain predetermined variable throttle positions and maximum governed engine speeds.

During engine operation under momentum at closed throttle, scavenging air is admitted to the suction passage and manifold beyond the throttle, under control of "a valve, generally indicated at 18, contained within end portion 59b of the body. 59 opposite the governor 58. The valve assembly 18 comprises a flanged air inlet tube 19 communicable through chamber 80, passage 8| extending below the throttle shaft, and passage 82, with the suction passage outlet beyond the throttle. Normally, communication between the inlet-I9 and chamber 80, is closed by a valve pressed by a coil spring 84 against seat 85 clamped between body'portion 59b and the inlet tube flange 19a. The tubular valve stem 86 is movable longitudinally within a guide 81 integral with the tube". Opening of .the valve 83 also is resisted by a coil spring 88 bearing against the inner end of screw 89 threaded through the valve stem 88. By adjustment of screw 89," and therefore the degree of compression of spring 88, the responsiveness of valve 83 toopen at predetermined depression within chamber 88, may be accurately regulated. In the foregoing description we have described individually the operations of the automatic fuel cut-oil control A, the governor 58 and the-air valve 18, so that now a more general explanation of the control apparatus as a whole. will serve to show the operating relationships between the parts thereof. We have explained'how, during operation, the device A automatically opens the throttle to supply more fuel to the engine when the latter tends to stall, and how it operates to fully close the throttle, cutting off the idling fuel, during engine operation under momentum. During the last mentioned condition, the abhor mally low pressure, or high depression, existing in the suction passage outlet, is communicated by way of passages 82 and 8| to the valve chamber 80, the .combined compression resistances of springs 84 and 88 is predetermined to permit the valve 83 to open to the point of engagement of nut 98 with the guide 81, admitting air through the inlet 19. The air thus taken into the engine manifold scavenges the manifold and engine of unburned or incompletely burned fueLthus eliminating and preventing the formation of noxious gases during momentum operation at closed throttle. As soon as the throttle is again opened,

valve 88 of course seats to cut-off the admission of scavenging air.

Assume now that the accelerator rod 2| is moved against the resistance of the closing spring Zla to swing arm I! in ,a throttle opening direction as indicated by the arrow in Fig. 3. Rotation of arm I! does not itself open the throttle, but causes stop I8,to be moved away from the throttle shaft lug 28 to permit the throttle to be opened. During engine operation at closed throttle positions, rod 85 connecting the governor with the throttle shaft arm 84 will have. been retracted into the piston bushing 61" to the position shown in Figs. 4 and 5, thus permitting the control device A to operate independently ofthe governor. As soon however as arm II is rotated to permit the throttle to open, the actual throttle opening force is supplied by the governor spring I4, and a comparatively weak spring 92 placed betwen the rod head 86 and the piston wall 93.

As previously mentioned, the expansive range of spring 14 is suflicient to advance piston 63 to full open throttle position, and spring 82 operates to take up the lost motion between rod 65 and the piston, by thrusting head 66 into engagement with the bushing seat 68 and to correspondingly rotate the throttle in an opening direction independently of the piston movement. Thus assuming arm I! to be swung to open throttle position, the governor parts will assume the position shown in Fig. 6, with both springs I4 and 92 expanded and the piston 63 advanced to full open position.

Assuming now the throttle to be wide open, and the engine speed to increase beyond the maximum which the governor is set to maintain, the resultant depression in the suction passage outlet l3 communicated to the piston chamber 'H, retracts the piston and closes the throttle to a position determined by the point at which further movement of the piston is arrested by its engagement with the yieldable stop pin I5. Just as the control device A is capable of operation independently of the governor, the governor operates independently of the device A, since in open throttle positions,'the shaft carried projection 46 will have become rotated beyond the stop 45 whose position, corresponding to throttle position 0, will have become limited by engagement of piston 32 with the stop screw 8|.

We claim:

1. In engine fuel feedingapparatus comprising a suction passage having an inlet and an r outlet, and a throttle valve insaid passage; means for manually operating said throttle valve, a governor controlled in accordance with engine speed a suction passage having an inlet and an outlet,

lull

and a throttle valve in said passage; means for manually operating said throttle valve, a governor controlled in accordance with engine speed to close said valve and thereby govern the engine speed, and control means responsive to low suction passage pressures at the outlet side of the throttle for closing the throttle beyond its closed position under governor control, both said governor and control means being operable independently of said throttle operating means, said control means being responsive to a predetermined reduction in the suction passage pressure to.

maintain the throttle in substantially idling position, and operating to move the throttle in an opening direction when said pressure increases beyond that reduced pressure.

3. In engine fuel feeding apparatus comprising -a suction passage having an inlet and an outlet, and a throttle valve in said passage; means r for manually operating said throttle valve, a "gov ernor controlled in accordance with engine speed to close said valve and thereby govern the engine speed, and control means responsive to low suction passage pressuresat the outlet side of the throttle for closing the throttlebeyond its plosed .position under governor control, both said gover-' nor and control 'means being operable independently of said throttle operating means, said control means being responsive'to suction passage pressure when the engine is operating under momentum to cause said throttle to substantially completely close the suction passage.

4. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, means for supplying idling fuel to the suction passage and a throttle valve in said passage; means for manually operating said throttle valve, a governor controlled in accordance with engine speed to close said valve and thereby govern the engine speed, and control means responsive to low suction passage pressures at the outlet side of the throttle for closing the throttle beyond its closed position under governor control, both said governor and control means being operable independently of said throttle operating means, the last mentioned means being responsive to suction passage pressure when the engine is operating under momentum to cut oil the delivery of idling fuel to said passage.

5. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, and a throttle valve in said passage; means for manually operating said throttle valve, a gover- 7 nor controlled in accordance with engine speed to close said valve and thereby govern the engine speed, control means responsive to low suction passage pressures at the outlet side of the throttle for closing the throttle belond its closed position under governor control, both said governor and control means being operable independently of said throttle operating means, and means for admitting scavenging gas to said suction passage at the outlet side of the throttle when the engine is operating under momentum.

6. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, and a throttle valve in said passage; means for manually operating said throttle valve, a governor controlled in accordance with engine speeds to close said valve and thereby govern the engine speed, control means operating independently of I momentum,

:7. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, and a throttle valve in said passage; means for manually operatingsaid throttle valve, a governor controlled in accordance with engine speed to close said valve and thereby govern the engine speed, said governor including a pressure re-' sponsive member, a lostmotion connection between said member and the throttle, and yielding means resisting valve closing movement of said pressure responsive member, and control nieans responsive to low suction passage pressures at the outlet side of the throttle for closing the throttle beyond its closed position under governor control, both said governor and control means being operable independently of said throttle operating means.

8. In engine fuel feeding apparatus'comprisi'ng and a throttle valve in said passage; means for manually operating said throttle valve, a governor controlled in accordance with engine speed to close said valve and thereby govern the engine speed, means included in said governor for moving the throttle from closed toopen position independently of said throttle operating means, and control means responsive to low suction passage pressures at the outlet side of the throttle for closing the throttle beyondits closed position under governor control, both said governor and control means being operableindependently of said throttle operating means.

' 10. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet,

and a throttle valve in said passage; means for manually operating said throttle valve, said means comprising a throttle shaft and an arm movable in one direction with said shaft to close the throttle and movable relative to the shaft in an opposite direction, a governor controlled in accordance with engine speed to close said valve and thereby govern the engine speed, and control means responsive to low suction passage pressures at the outlet side of the throttle for closing the throttle beyond its closed position under governor control, both said governor and control means being operable independently of said throttle operating means.

11. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, and a throttle valve in said passage;' means for manually operating said throttle valve, said means comprising an operating membermovable with the throttle to close the throttle, a governor controlled in accordance with engine speed to close said valve and thereby govern the engine speed, and control means responsive to low suction passage pressures at the outlet side of the throttle for closing the throttle beyond its closed position under governor control, both said governor and control means being adapted to close the throttle independently of said throttle operating member. I

12. In engine fuel feeding apparatus comprising 'a suction passage having an inlet and an outlet,

a throttle valve in said passage and a shaftcarrying the valve; a governor comprising a pressure responsive member actuated in accordance with the suction passage pressure at the outlet sideof the-throttle when the throttle is open beyond idling position, to move the throttle in a closing direction and thereby govern the engine speed, control means responsive to abnormally low suction passage pressure at the outlet side of the throttle to fully close the throttle beyond its closed position under governor control, a member operable manually to close said throttle, and a lost motion connection between said member and the throttle shaft whereby the shaft is rotatable in a throttle closing direction independently of said member.

13. In engine fuel feeding apparatus comprisher.

ing a suction passage having an inlet and an outlet, a throttle valve in said passage and a shaft carrying the valve; a governor comprising a pressure responsive member actuated in accordance with the suction passage pressure at the outlet side of the throttle when the throttle is open beyond idling position, to move the throttle in a closing direction and thereby govern the engine speed, control means responsive to abnormally low suction passage pressure at the outlet side of the throttle to fully close the throttle beyond' its closed position under governor control, a member operable manually to close said throttle, a lost motion connection between said member and the throttle shaft whereby the shaft is rotatable in a throttle closing direction independently of said member, and yielding. means for opening the throttle independently of said mem- 14. In engine fuel feeding apparatus comprising a suction passage having an inlet and outlet,

a throttle valve in said passage and a shaft carrying the valve; a governor comprising a pressure responsive member actuated in accordance with the suction passage pressure at the outlet shaft to close the throttle,.said shaft being rotatable relative to said arm in a throttle opening direction when the arm is in an open throttle position.

15. In engine fuel feeding apparatus comprising asuction passage having an inlet and an outlet, a throttle valve in said passage and a shaft carrying the valve; a governor comprising a pressure responsive member actuated in accordance with the suction passage pressure at the outlet side of the throttle when the throttle is open beyond idling position, to move the throttle in a closing direction and thereby govern the engine speed, control means responsive to abnormally low suction passage pressure at the outlet side of the throttle to fully close the throttle beyond its closed position under governor control a lost motion connection between said gov ernor and the throttle shaft permitting said control device to close the throttle independently of the. governor, a throttle actuating arm rotatably mounted on said shaft and rotatable with the shaft to close the throttle, said shaft being rotatable relative to said arm in a throttle opening direction when the arm is in an open throttle position, and yielding means to open the throttle.

16. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, a throttle valve in said passage and a shaft carrying the valve; a governor comprising a pressure responsive member actuated in accordance with the suction passage pressure at the outlet side of the throttle when the throttle is open beyond idling position, to move the throttle in a closing direction and thereby govern theconstantly tending side of the throttle to fully close the throttle beyond its closed position under governor control,

- a lost motion connection between saidgovernor position, and yielding means in said lost motion connection between the governor and throttle shaft, constantly tending to'open the throttle.

17. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, a throttle valve in said passage and a shaft carrying the valve; a governor comprising a pressure responsive member actuated in accordance with the suction passage pressure at the outlet side of the throttle when the throttle is open beyond idling position, to move the throttle in a closing direction and thereby govern the engine speed, control means responsive to abnormally low suction passage pressure at the outlet side of the throttle to fully close the throt- -tle beyond its closed position under governor control, means for admitting scavenging air to said suction passage at the outlet side .ofth

throttle when the throttle is closed.

18. In engine fuel feeding apparatus comprising a suction passage'having an inlet and an outlet, means for supplying idling fuel to the suction passage, and a throttle valve in said passagei means for manually operating said throttle valve, a governor controlled in accordance with engine operation above idling speed to move said valve in a closing direction and thereby govern the normal engine speed, and control means momentum.

. 19. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, means for supplying fuel to the suction passage through an idling fuel orifice in the wall' thereof, and a throttle valve in said passage; means for manually operating said throttle valve, a governor controlled in accordance with engine .operation above idling speed to move said valve in closing direction and thereby govern the normal engine speed, and control means-responsive to pressures below idling pressure existing in the suction passage at the outlet side of the throttle for closing the throttle to the point at which the throttle edge substantially completely closes said idling fuel orifice.

20. In engine fuel feeding apparatus comprising a suction passage having an inlet and an outlet, means for supplying idling fuel to the suction passage, and a throttle valve in said passage; means for manually operating said throttle valve, a governor controlled in accordance with engine operation above idling speed to move said valve in a closing direction and thereby govern the normal engine speed, and control means responsive to pressures below idling pressure existing in the suction passage at the outlet side of the throttle and operating to cut oil the delivery offuel from the idling fuel supply means into the suction passage.

ALBERT G. H. VANDERPOEL. KARL W. S. OSTLING. 

